Railway car



s p -v 7, 1937. w. F. KIESEL, JR 2,092,457

v I RAILWAY CAR Filed June 5, 1955 7 Sheets-Sheet 1 w in All \91 60M 55 MM H IN VEN TOR.- M r/Ilium 7T ificszL, J11,

ATTORNEYS.

Sept. 7, 1937. w E K|ESE| JR 2,092,457

RAILWAY CAR Filed June 5, 1955 7 Sheets-Sheet 2 WITGVESSES:

'- INVENTOR: @5341 21.7,! Wzzzmm fifHiessL .Jr, Vi m W Sept. 7, 1937. w. F. KIESEL, JR

RAILWAY CAR Filed Jun 5, 1935 7 Sheets-Sheet 3 Nh MVNPN INVENTOR: WiZZiam 1T ifiesaQJz;

ATTORNEYS.

Sept 7, 1937. w. F. -KIESEL, JR

RAILWAY CAR 7 Sheets-Sheet 4 Filed June 5, 1935 IN VEN TOR: William 12 mm, Jif,

W] TNEssEs;

JTORNEYS.

p w. F. KIESEL, JR 2,092,457 RAILWAY QAR Filed June 5, '1935 7 Sheets-Sheet 5 I ,gRRRRRRRRRT' s HIHIIIIIHIIIIIIIHHHH [IL I INVENTOR:

William 7? Kiss/$1 k TTORNEYS.

Sept. 7, 1937.

w. F. KIESEL JR 2,092,457

RAILWAY CAR Filed June 5, 1935 7 Sheets-Sheet 7 H6: L W.

- INVENTOR: v Will/mm i ifiasekJz;

Patented Sept. 7, 1937 UNITED STATES PATENT OFFICE RAILWAY CAR vania Application June 5, 1935, Serial No. 25,142

6 Claims.

This invention relates to railway cars and the like, and especially hopper-cars suitable for coal, crushed stone, ore, or other such materials. It is particularly concerned with framing and other features of construction of the car body. In suitable forms of embodiment, the invention affords a rugged and relatively inexpensive construction, permitting of rapid. fabrication and assembling. Various other features and advantages of the invention will appear from the following description of one species or form of embodiment, and from the drawings. So far as novel over the art, indeed, all the features herein illustrated or described are of my invention.

In the drawings, Fig. I is a side View of half the length of a car embodying the invention, partly in vertical longitudinal section.

Fig. II is a plan view of the sameportion of the car, partly in horizontal section and with the bottom plating omitted for part of its length.

Fig. III is a side view of a longitudinal sill member and associated parts of the car frame, partly in vertical longitudinal section as indicated by the line and arrows III-III in Fig. V.

Fig. IV is a side view of another portion of the longitudinal sill.

Fig. V is a partial plan View of the longitudinal sill member and associated parts of the car frame, partly in horizontal section.

Fig. VI is a similar plan view of another portion of the longitudinal sill.

Fig. VII is an end view of the longitudinal sill member with associated parts of the car fram- Figs. VIII, IX, X, XI, XII and XIII, show Vertical cross-sections of the longitudinal sill, taken as indicated by the correspondingly-numbered lines and arrows in Figs. I, III, IV, V and VI.

Figs. XIV, XVand XVI, show cross-sections through the lower portion of the transverse bolster shown in Figs. I, V and VII, taken as indicated by the correspondingly-numbered lines and arrows in Fig. V. 1

Fig. XVII is a fragmentary plan view of the lower portion of the bolster at the opposite end of the car from that shown in Fig. V, at the front side of the car as shown in Figs. I, II, V, etc.

Fig. XVIII is a fragmentary side view of the portion of the bolster shown in Fig. XVII, as seen from the mid-length of thelongitudinal sill member.

Figs. XIX and XX are fragmentary cross sectional views of the car, taken as indicated by the correspondinglynumbered lines and arrows in Fig. II.

Fig. XXI is a fragmentary plan view of one of the braces for the car side and bottom plating shown in Fig. II, in association with a corresponding section of the side plating, on a larger scale than Fig. II,

Fig. XXII is a side elevation of the same brace, in association with corresponding sections of the car side and bottom plating.

Fig. XXIII is a fragmentary view of the lower portion of the brace, in association with the side and bottom plating, from the right of Fig. XXII.

Fig. XXIV is a view of the brace, in association with a portion of the bottom plating and another part, from the left of Fig. XXII.

Fig- XXV shows a vertical section through a part of the brace and the associated side plating, taken as indicated by the line and arrows XXV-XXV in Fig. XXI.

Fig. XXVI shows a fragmentary horizontal section through the brace, taken as indicated by the line and arrows XXVIXXVI in Fig. XXV.

Only half of the car length is shown in the drawings, since the other half is of substantially the same construction, except for minor differences hereinafter indicated. As illustrated in Figs. I and II, the car has trucks 21, 21, and each half of its sheet metal body has the end hopper 28, whose bottom slopes downward to its dump-gates 28a as a continuation of the sloping end floor 29. The car also has intermediate hoppers 3| (only one shown complete in Figs. I and II), whose floors or bottoms 32 slope oppositely from the transverse ridge 33 that divides them to their dump-gates 3Ia, facing the gates 28a. The hoppers 28, 3| are shown divided by a ridged transverse roof-like structure 34 to (or under) whose opposite edges the gates 28a, 3Ia. are hinged or pivoted (Figs. I and XX).

The car body illustrated in Figs. I and II has a longitudinal center sill member 35 extending from end to end of the car through the midst of the hoppers 28, 3|, each of which is divided into separate pockets at either side of and below the sill. The sill member 35 (Figs. I-VII) is shown as a single, unitary, integral hollow casting; and cast integral with it, at each of the trucks 21, is a transverse bolster 36, shown as an openwork truss. Each bolster 36 extends substantially above the sill member 35 and directly Lil The half of the sill and bolster or frame casting which appears in elevation and in plan in Figs. I and II is more clearly shown in elevation and partial vertical longitudinal section in Figs. III and IV, and in plan and partial horizontal section in. Figs. V and VI. Fig. VII affords an end view of this frame casting, from the left of Figs. I, II and III, and Figs. VIIIXIII show cross sections through it at various points. In a. general way, the hollow sill member may be described as an inverted channel, being open at the bottom and closed on top for most of its length.

Each end of the sill member 35 beyond the corresponding bolster 36 is of rectangular crosssection, with out-turned finges 3i at its lower edges, and with an integral coupler support 33 bridging its bottom opening at the very end. Inside the support 38 are the draft stops 39, with openings 40 therethrough for the coupler draftbar key, and just to the outside of the bolster 35 are other draft stops ii. In the flat top of the rectangular sill end are oblong openings 42. From one side of the sill 35 near its end projects a bracket 43, with seat pads for mounting the brake valve thereon. As shown in Figs. I and II, a transverse bottom supporting plate 44 for the draft gear in the sill 35 is secured to the flanges 3? already mentioned. At each bolster 36, the sill member 35 is strengthened by a bottom web 35 integrally interconnecting the lower edges of its side walls, and by integral internal cross webs it, apertured as shown in Figs. V and VII. In the compartment defined by the cross-webs 56 is a hub 41 that is bored to take the truck kingpin, not shown. The hub 41 is cast integral with the web 45, and is integrally connected to the walls of said compartment by radial webs 48, Figs. III and V. The top of the sill 35 is apertured at 49 directly above the bore of the hub ii. The bottom web has a depressed hollow circular boss 5%] (Figs. III and V) to engage a corresponding part on. the truck (not shown), and there are radial webs 5| connecting the hub ill to the walls of the boss 50.

As shown in Figs. I, II, III, V, VII and XIX, each bolster 36 is an integral transverse openwork truss, extending the full width of the car body. This bolster 33 comprises an upper chord 54 located substantially above the sill 35 against 'ie sloping floor sheet 29, a little toward the center of the car from the compartment containing the hub 51; a lower chord formed by arms projecting to either side from the sill sides, at the compartment containing the hub 4 upright bolster struts 56, extending vertically between the ends of the lower-chord-arms 55 and the upper chord 54; diagonal compressive braces 57 extending from. the junctions of struts 53 and arms 55 to the outer ends of the upper chord 54; and diagonal compressive braces 53 extending between the upper corners of the rectangular member 35 and the junctions of the struts 56 with the upper chord 54. As shown in Figs. V, XIV, XV, and XVI, the lower chord-arms 55 are spread out to a considerable width fore and aft, and apertured or bifurcated, and are braced by union with the wide lower flanges 3'! of the sill end. As shown in Figs. V, VII and XV-XVII, the lower-chord-arms [-5 at one side of the sill 35 are thinner toward the middle of the car (fore and aft), and have integral seating-pads 59 with surfaces sloping downward toward the middle of the car, for mounting the brake cylinder, not shown. The bolster-side-bearing wear-plates 60 already referred to.

(for coacting with corresponding features of the truck, not shown) are secured to the junctions of lower-chord-arms 55 with braces 5i and struts 55, directly under the latter (Fig. VII). Beside the bracing afforded by the flanges 3'! as already mentioned, the bolster 35 is braced to the sill member 35 by integral diagonal fore and aft braces 62 extending from the junctions of the upper chord 54 with struts 56 and braces 58 to the upper corners. of the sill 35, at the point where the sloping floor sheet 28 divides for the sill to pass through it. As shown, the braces 62 slope downward in conformity to the slope of the I and IV. The edges of the slope sheets '39 and 32 adjacent the sill35 and'its wings 62a engage subjacent lateral ledges or flanges 63 cast integral with said sill and wings (Figs. I, II, IV, V, and VI), and are secured thereto by Welding or riveting. If desired, of course, these flanges 53 may be considerably wider than in Figs. II, V, and VI, especially when the plates 29 are riveted to them.

In the hoppers 23, 3!, the top of the sill member 35 is ridged to shed the coal or other lading to either side, the ridge walls being somewhat thicker than those of the rest of the member 35 to provide for extra wear. At the points of division between adjacent hoppers 2'6, 3|, the ridge of the member 35 has (hollow) crossridges G5, superposed on and. cast integral with it, as shown in Figs. IV, XI, XII, and XIII,- something like false gables built on an existing house-roof for mere show. The lower edges of the sill sides have internal flanges iii; and under the cross-ridges 55, at the divisions between adjacent hoppers 23, 3 I ,and elsewhere,there are transverse horizontal webs 63 integrally interconnecting the sill sides, Figs. V and VI.

The other end of the sill member 35 and its bolster 36 may be substantially the same as those above described, except that the sill bracket 3 may be omitted, and instead of the brake-cylinder seat-pads 55 on one arm of the lower chord 55, the lower-chord-arm 55 at the opposite side of the sill 35 from said pads 59 has an apertured car 69, Figs. XVII and XVIII, on which a floating brake lever (not shown) for that end of the car may be fulcrumed. As usual in hopper cars of this type, the operating connection (not shown) between the parts of the brake rigging (not shown) for opposite ends of the car may be under (or in) the sill member 35, and thus out of the way of the falling material in dumping.

As shown in Figs. I and II, the mouths of the hoppers 28, 3| have the usual lip-frames ii! against which the dumping gates 28a and am close. On the sides of the sill 35 and its wings 62, the lip frames is have extensions formed by lateral ledges or flanges 73 similar to the flanges G3 The slope sheets 29 and 32 have their lower edges attached to the lip frames '10, as by welding. At the ends of the hoppers 23,

3i, the slope-sheets 29 are bent upward to form inward and downward-sloping end walls for these hoppers. The hopper gates 28a, 3 la are hinged at 14 to transverse inverted V-trough plates 34 between hoppers 28 and 3|. The inner ends of the plates 34 are seated and secured on rabbets on the 5 cross-ridges 65 already mentioned. Above the plates 34 is shown the usual internal body-shell bracing 16, Figs. II, XIX, and XX. The inner ends of the hopper-lip-frames Ill may be secured to lateral projections TI on the sill-wings 62a, and their outer ends to longitudinal side-sills or cornerplates 18, of the car-body-shell. As shown in Figs. I and II, the side walls of the body-shell are braced by internal stiffening uprights 19, and their upper portions 80 have an inward slope or tumble-home.

About at the level where the end slope-sheet 29 touches the top ridge of the sill 35, it is externally braced and sustained by the horizontal members or arms of L-brace castings 85, whose upright members or arms internally brace the side walls of the body-shell, and are secured thereto as by welding,all as shown in Figs. I, II, XIX, and XXII. The portion 86 of each Lbrace 85 at the junction of its horizontal and upright members is of a rectangular block shape and quite massive, Figs. XXIL-XXVI, and answers the purpose of i a jacking-iron or jacking-casting. Accordingly, this jacking block 86 has a pole-socket opening 81 in its outer side, and a corresponding opening in its internal diagonal web 88, Figs. XXIV- XXVI. On one side, the jacking-block BB'has a diagonal lug or ear 89 to which the corresponding body-shell corner-plate 18 may be seemed, as by welding, while at its other side it has lugs or flanges 90 affording an angle seat to which the longitudinal side-sill leg of a horizontal end- .frame angle 9| at this end of the car (under the slope-sheet 29) is secured, as by welding, Figs.

XIX and XXI-XXIV. As shown in Fig. II, the 40 transverse portion of this end frame angle 9|, which serves as an end sill, extends across the flat top of the center sill member 35, and is secured thereto, as by welding. This end framing 9! is horizontally braced by diagonal braces 92 which extend from its corners to the sill-flanges 31 adjacent the bolster 36, and are secured (welded) to said flanges as well as to the corners of said frame-angle 9|. The car shell side walls are 50 additionally reinforced byinternal braces 93 extending diagonally upward from the ends of the bolster 36 to nearly the upper ends of the upright members of the L-braces 85, Fig. I.

Having thus described my invention, I claim: 55 1. A hopper car comprising a unitary integral frame casting including a longitudinal center sill member with depending wings forming inside hopper walls, lateral flanges on said sill and wings, and bolster trusses cast integral with said center sill member having upper chords above the same and braces connecting said upper chords to the sill member; and a sheet metal body shell including sloping floor sheets resting on said upper chords and extending down at either side 65 of said sill member and its depending wings, with their edges secured to said lateral flanges of said center sill member and its depending wings.

2. A hopper car comprising a unitary integral frame casting including a longitudinal center sill 70 member with depending wings forming inside hopper walls, lateral flanges on said sill and wings, bolster trusses cast integral with said center sill member having upper chords above the sameand braces connecting said upper chords to 75 the sill member, and fore and aft diagonal braces sloping downward and inward from said upper chord toward the center of the car to the sill member; and a sheet metal body shell including sloping floor sheets resting on said upper chords and said fore and aft diagonal braces and extending down at either side of said sill member and depending wings, with their edges secured to said lateral flanges of said center sill member and depending wings.

3. A hopper car comprising a unitary integral frame casting including a longitudinal center sill member with depending wings forming inside hopper walls, lateral flanges on said sill and wings, and bolster trusses cast integral with said center sill member having upper chords above the same and braces connecting said upper chords to the sill member; a sheet metal body shell including sloping floor sheets resting on said upper chords and extending down at either side of said sill member and depending wings, with their edges secured to said lateral flanges of said center sill member and depending wings; horizontal end framing beneath each slope-bottomed end of the body shell, including side sill members with an end sill member interconnecting them and intermediately attached to said center sill member, diagonal braces from the junctions of the end and side sill members to said center sill member, and a jacking member attached to a side sill member of said end framing.

4. A hopper car comprising a unitary integral frame casting including a longitudinal center sill member with depending wings forming inside 5 hopper walls, lateral flanges on said sill and wings, and bolster trusses cast integral with said center sill member having upper chords above the same and braces connecting said upper chords to the sill member; a sheet metal body shell ineluding sloping floor sheets resting on said upper chords and extending down at either side of said sill member and its depending wings, with their edges secured to said lateral flanges; integral cast L-braces between the bolsters and the middle of the car length, including horizontal transverse members under and externally bracing the sloping floor, upright members internally bracing the shell sides, and jacking members interconnecting said members at the car sides, substantially at the level of the top of the center sill member; and horizontal end framing beneath the slope-bottomed ends of the body shell, including side sill members with their corresponding ends attached to said jacking members, and end sill members extending across the top of said center sill member and secured thereto, and interconnecting the corresponding ends of said side sill members.

5. A unitary, integral L-brace casting for a sheet metal car body shell comprising a horizontal member for externally bracing the floor of said shell, an upright member for internally bracing the side of said shell, and a jacking member integrally uniting said members and provided with a pole socket in its outer side.

6. A unitary, integral L-brace casting for a sheet metal car body shell comprising a horizontal member for externally bracing the floor of said shell, an upright member for internally bracing the side of said shell, and a jacking member integrally uniting said members, adapted to be exposed beneath the floor of said shell and provided with a pole socket and with integral fore and aft-projecting lugs for the attachment of side sills.

WILLIAM F. KIESEL, JR. 

